Car truck frame



May 13, 1941. M. P. BLOMBERG ETAL CAR TRUCK FRAME Filed Jan. 28, 1959 5 Sheets-Sheet 1 .www mmm N.

. May 13, 1941.

M. P. BLoMBERG ET A'- cAR TRUCK FRAME Filed Jan- 28' 1939 :5 Sheets-Sheet QQ MN.

INVENTORS:

@mi RQ Maz/ah 575mm MUSS@ May 1'3 1941- M. P. BLOMBERG. ETAL 2,242,190

CAR TRUCK FRAME Filed Jan. 28, 1939 3 Shesis-Sheet 5 7 ima/7a i Mass??? l 1N VENTOR. Mami/L lom@ Hrm/5.

- and Fig. 10 is a' section on the line III-I0 of Fig. 4.v

Patented May 13, 1941 UNITED STATES PATENT OFFICE can 'mUcx FRAME Martin P. Blomberg, Hinsdale, and William H.

Mussey, Chicago, Ill., assignors to Pullman- Standard Car Manufacturing Company, Chicago, Ill., a corporation of Delaware Application January 28, 1939, Serial No. 253,420

13 Claims.

This invention relates to car trucks, and, more particularly, to frames for car trucks and means associated therewith for supporting the car body therefrom.

One of the objects of the invention is the provision of new and .improved frame members for railway car trucks which are constructed from sheet metal whereby the samewill have a maxlmum strength and minimum weight. y

Another object of the invention is the provision o f new and improved means for mounting,

the car supporting bolster on the truck in such a manner that the bolster will be cushioned in its movement, both longitudinally and transversely of the car and also have its vertical vibrations dampened. f

Another object is the provision of a new and improved truck frame made from sheet metal, the parts being rigidly connected and so reinforced as to give maximum strength.

A further object of the invention is the provision of a new and improved truck frame .for railpresent invention contemplates the substitution of sheet metal structures for the conventional solid or cast iron constructions. In order to employ such structures, it is necessary that the parts be so constructed and arranged that there will be a maximum of strength with a minimum of weight. The present invention seeks to accomplish this purpose by the provision of la light structure which is properly braced and reinforced at points necessary to .resist the strains Iand stresses to which a railway truck is subjected.

Referring now to the drawings, the reference character I 0 designates generally a car truck comprising the side frame members II, one at Way CaIS having 116W and lmpl'OVed means 8,850-

elated therewith for mounting certain parts of the transmission thereon whereby the relative distortion of the parts of the driving mechanism Fig. 5 is a section on the une 5 5 of Fig. 1,.

with parts broken away;

Fig. 6 is a section on the'line 6 6 of Fig. 7; Fig. 'l is a section on the broken line 1 1 of Fig. 1;

Fig. s is a section on the line s-s of Fig. 1; Fig. 9 is a section on the line 9 9 of Fig. 7;

In street cars, elevated and interurban trains,

and the like, which stopand start frequently, it

is expensive to operate heavy trains ,due to the energy necessary to overcome the inertia of the mass in stopping and starting. In order to materially lighten the cars, and yet be well within the margin of safety in the construction, the

each side=of the truck, the -transoms I2 and I3 connecting the frame. members together, the truck bolster I4, the truck axles I5 and the wheels I6, see Fig. 1.

In the form of the invention selected to illustrate one embodiment of the invention, the side frame members are .shown as being hollow and are made from the metallic plates to form the hollow arches and pedestal legs which correspond to the conventional side frame members. While in the embodiment of the invention herein disclosed, the frames arel shownas being hollow, it is understood that these plates may be Welded together to provide other shapes and forms for the frames, as desired. Each frame member comprises al pair of side plates I1 and I8,'see Figs. 1 and 5, spaced apart laterally, as

- shown in Figs. 1, 5 and 7. These platesare in pairs and are cut to desired shape to form' depending pedestal arms at each end oi' the plates. The outer plate I8 has the depending pedestal arms I9 and 2| at, what for convenience of description will be termed its forward end, Figs. Zand 4, and the corresponding pedestal arms 22 and 23 at its rearward end. The inner side frame A plate I1 isnprovided with the depending pedestal arms 24 and 25 at its forwardend and with the depending pedestal arms 26 and 21 at its rear end, Figs. 2 and 4. Each side plate is provided with an opening 28, Figs. 2 and 4, through which the outer ends of the bolster springs-29 and 3l extend. The opening through the inner side plate I1 is wider than that of the outer side plate for receiving the transoms I2 and I3. as will pres ently appear.' The portions 32 of the side plates below the opening 28 may be termed -the lower arch and the portions above the opening the upper arc l The two side platesll and I8 are connected together along their front, rear and upper edges by an Outer plate 33 which maybe considered an upper chord and which extends from the lower end of the pedestal arms I9 and 24 upwardly and along the upper edges of the plates and downwardly on the rear side of the depending arm members 23 and 21. 'This outer ortie plate or chord is rigidly secured to the side plates in any suitable .mannen For the most part, the various plates, as shown on the drawings, are connected together by welding at opposite sides or at the inner and outer portions of the plates that are arranged in vertical planes. These welds or attaching means are parallel and are separated by the plates. As shown, plates extending at right angles to each other are connected by a fillet weld-that is, neither plate overlaps the other, the plates having an edge to edge or line contact and the welding material occupying the rabbet formed by the contacting plates, as shown more clearly at 220 in Fig. 8 of the drawings. Preferably, an angle bar is provided on the inner side of the angle formed by the plates in order to reinforce the joint as in.

dicated at 200 in Figs. 6 and 7. It is preferably connected to the adjacent plates by welding. For the sake of clearness, the welds and angle bars are omitted for the most part. The plates may be connected together by other meansV or by other types of welds, if desired. The tie plate 33 is narrower at its ends, as shown at 34 and 35, Fig. 1, to accommodate the inwardly offset portions of the side plates I1 and I3. The front pedestal arms I9 and 24 of the plates I1 and I8 are connected together at their rear edges by the plate 36 which extends upwardly and across the jaw or space between the arms I9 and 2|, as shown in Fig. 4. A wear plate 31 extends about the rear edges of the pedestal arm portions I9 and 24 over the plate 36. 'Ihe parts are all welded together in the usual manner. By this arrangement. the box shaped depending pedestal leg 38 is provided.

The depending pedestal arm members 2| and are reinforced in the following manner. Triangular reinforcing plates 39 and 4|, Figs. 2 and 4, channel shape in cross section, are secured to the inner sides of said members, respectively, thus forming with the pedestal arms a pair of depending pedesta1 leg members 42 and 43l Fig. 2. These members are connected together by the wear or chafing plate 44 which is secured in position by a suitable bolt 45, Figs. 2 and 4. The pedestal arms 42 and 43 are held in spaced relation by suitable spacing sleeves secured in posi'- tion by the bolt 45. A pedestal tie plate 41 connects the lower end of pedestal leg 38 to the lower ends of the pedestal leg members 42 and 43. 'I'his tie plate is preferably a channel bar of sheet metal and may be held in position by the bolts 48 on which spaced sleeves are mounted for positioning the plate centrally of the front pedestal leg and for preventing the collapse of the rear pedestal leg members. The upper end of the wear, plate 44 at the' front end of the side frame, as 'well as the corresponding plate at the rear end of the frame, are cut out, as at 50, Fig. 4,

ceive the car axle in the pedestal jaws or the space between the pedestal legs at each end thereof, as is usual in such constructions. 'I'he equalizer bar 49 is of the conventional form and rests at its ends on the journal boxes in the usual manner. Since the details of this arrangement are well-known, it is not thought necessary to illustrate or describe the same.

Suitable means are provided for supporting the truck frame from the ends of the equalizer bars 49. As shown, a spring seat or spring supporting member 52 is pivoted to the equalizer bar, as at 53, at each end thereof, and has seated thereon a spiral spring 54, Figs. 4 and 5. A suitable spring cap is provided on the side frame member for receiving the upper end of the spring. In the form of construction shown, the side plates of the truck frame are connected together between the pedestal and the spring arches at the ends of 20 the side frame members by curved plates 55 which for receiving the ends of the equalizer bar 49.

extend across and between the side plates |1 and I8 and have their outer ends turned upwardly along thelsides of the plates I1 and I5, as shown at 55 and 51, Figs. 4 and 5. Each of the plates is rigidly connected to the frame members by any suitable means as by welding. This plate 55 is provided with an opening 58 for receiving the spring 54, as clearly shown in Figs. 4 and 5 oi the drawings. The front and rear edges of the opening are bent upwardly as at 59 and 6|. An inverted U-shaped plate 62 has its lower ends .rigidly connected to the upwardly extending edges 59 and 6| of the plate 55 to form a recess in which the upper end of the spring 54 is seated. The plate 52 is also rigidly connected along its side edges to reinforcing plate 53 and 54 which in turn are welded to the plates I1 and Il, Figs. 4 and 5.

'Ihe outer ends of plates 53, Fig. 4, abut against the triangular plates 39 and 4I. The plates 55 constitute braces between the side plates I1 and I8. The lower arches 32 oi` the side plates are connected together at their lower edges by a U- shaped plate or lower chord member 55, Figs. 4 and 7. This plate is provided with a slotted portion 55, Fig. 7, for receiving the equalizer bar 49, as shown In said gure.

Extending upwardly from the plate 55 at each edge of the slot 65 are the plates 20 and 39 and connecting the upper edge of the plates 20 and 30 to the side plates I1 and I5, Figs. 4 and 7, are the plates 40 and 50 which deilne the lower' portion of the opening 23. The plates 40 and 60 are rigidly secured in position by welding and their upper ends abut aainst and are rigidly secured to the lower portions ot the transoms I2 and I3, as will presently appear. It will thus be seen 'that the arch 32 is bifurcated and each furcation is rectangular in cross section. as clearly shown in Flg. '1.

'I'he side frame members at opposite sides ot the truck are connected together by the transoms I2 and Il, as is usual in such constructions. These transoms are also of hollow sheet metal, rectangular in cross-section and are depressed at their central portionsthat is, their central portions are offset downwardly, as shown in Figs. 5 and 7. Each transom comprises an upper plate member 665, alower plate member 61, Figs. 5, 6 and 7, the side plates 55 and 59, and a partition or reinforcing plate 1|, which extends between the side walls, as clearly shown in Fig. 6. 'I'he partition 1I, lower plate member 61, a portion of the side plates 8l and I9 below the partition 1I extend across the frame memconnected to the vertical plate 98 thus forming bers II at each side of the truck and are rigidly secured to the inner side of the outer frame plate I8, Fig. 2. 'I'he plates 89 of the transoms constitute a portion of the front and rear defining walls of the opening 28 and this portion of each transom is rigidly connected to both sides plates I1 and I8 of the side frame member and constitutes a spacing member and a brace between said plates. The ends of the top plate 888 and the side plates 88 and 89 above the partition 1I abut the inner plate I1 of the side frame memberand are rigidly secured thereto, as by welding, Fig. 4.

A4 plate 18 extending between the transoms, Figs.v 4 and 7, forms the upper marginal wall of the opening 28. This plate is rigidly connected to the transoms and to the side plates I1 and I8 and forms with these side plates and the top plate 33 a. hollow upper arch, rectangular in cross-section.

Suitable gusset members 12 extend across the angle between the side frame member and each of the transoms. Since these gusset members are similar, only one need be described. Each is preferably hollow and oi sheet metal and comprises an upper plate 13, Figs. l and 5, which extends along the upper edge of the outer plate of the transom and has its outer end lapping the upper surface of the side frame member, as shown at 14, Fig. 1, and is rigidly secured thereto. Each gusset has a side wall 15 extending a casing in which are mounted a plurality of resilient units 92 for cushioning the movement of the bolster longitudinally of the truck, as will presently appear. The upper plate 84 oi' the bolster is rigidly connected to the plate 9| as shown in Fig. 7. l

Suitable means are provided for cushioning the endwise movement of the bolster I4. In the form of construction shown, which is by way oi' example only, resilient mechanism is employed for this purpose; This mechanism comprises a casing 94, containing one or more cylinders' 98. rigidly attached to the top plate of each side frame member in which is slidably mounted a tubular member 98, Figs. '1 and 10, for each cylinder. Each tubular member 98 slidably engages the plate 98 at its inner end. Slidably mounted within the tubular inember 98 is a resilient unit 91. In the form of construction shown, this unit comprises a plurality of rubber blocks 98 which may, if desired, be arranged in pairs, each pair being vulcanized on a tube 99. The blocks 98 are provided with extensions |8| extending outwardly beyond the tube 99 to form the recess |82. One or more of these units are employed and inwardly of the rubberblocks is a slidable partivertically along the outer edge of the plate 13 and a bottom wall formed by a plate 18, Fig. 5, which is similar to plate 13. The plate 18, however, abuts the plate I1 and is rigidly secured thereto. rlhe inner ends of the plates 13 and 18 are tapered and are secured to the transom as by welding. As shown, each gusset member has a cut-away portion, as at 88. for affording clearance for the motors.

` The gussets are provided on their upper surface with ttings or castings 11 and 18 to which the conventional brake hangers 188 are pivotally tion |83 and between this partition and the inner end of the tubular member 98 is a coil spring |84. A slidable partition |85 may be inserted between the bottom of the cylinder 95 and the outer end of the resilient unit 98, and between this partition or plate and the end of the cylinder 95 may be inserted a rubber blockfi 88. In order to increase the capacity of the rubber blocks 91 and 98, they may be, and preferably are, surrounded connected. The casting 11 is also provided with an extension 19 to which dead lever 8| of the brake operating mechanism is pivotally connected. Each of these castings may, if desired,be provided with a plurality of openings in 'order that the brake mechanism may be properly adjusted by changing the pivots for the levers to the different openings. The gussets below the fittings are slotted to accommodate the movement of the brake hangers and brake levers. If desired, 'the opening for the brake lever 8| through the gusset 'may be reinforced by plates 82 and 83 at each side of the opening. These plates are rigidly attached to ,the upper and lower plates of the gussets, as` shown more particularly in Fig. 5 of the drawings. There are a pair of transoms for each truck, one on each side of the bolster, as is usual in such constructions.

The construction of the truck bolster will now be described. This bolster is also made from sheet metal and in the construction shown is hollow. It comprises the upper plate 84, Fig. '7, a lower plate 85, side plates 88 and 81,- Figs. 1 and 8, and a central vertical web 38. The central portion of the bolster is provided with the conventional bolster center casting or ller 89 for connecting the truck and body holsters.

As shown, the lower plate .85 of the truck bolster i4, Fig. 7, is offset downwardly and is bent vertically upward as at 98. An angle plate 9| has its lowerv edge connected to the plate 85 and its upper laterally extending end is rigidly by short tubes |81 for conning the expansion of these blocks inl a direction at right angles to their axes.

The spring |84 yields more readily than the rubber blocks and is adapted to absorb the lighter shocks, and, in the operation of the de-A vice, the spring |84 will first be distorted, after which the rubber blocks 91 and 98 will be further distorted for absorbing abnormal shocks.

Suitable means are also provided for cushioning the forward and rearward movement of the truck bolster. Any suitable means may be employed for this purpose, but, as shown, a type of rubber bumper is preferably employed, although other resilient means may be used, if desired. In the yform of construction shown, Fig. 6, a rigid partition plate `|81`is arranged vertiy cally between the horizontal portion of the angular plate 93 and the bottom bolster plate 85 along the center line of the bolster. At the front and rear of the Vplate |81 are kthe ychannel shaped `between the plates |88 andY ||'8 and a plurality of similar units are inserted between the plates |89 and Il. 'I'heseunits are secured in openings |28 in the plates |I8 and III, as shown in Fig. 3. 'I'hese units may be of any suitable construction, and may, if desired, be of the form shown in Fig. 3. As shown in saidflgure, each unit comprises a tubular member H3, Fig. 3, rigidly attached to the adjacent plate, as |88, and

has vulcanized thereto a rubber block ||4 surrounded by a short tubular member I5, to which the rubber is vulcanized, the construction being similar to that shown in Fig. 10. Since these units are similar, it is not thought necessary to further illustrate or describe the same.

Suitable abutment members |10 and ||1 are mounted on each side of the buffer device, as shown more clearly in Fig. 6. Each abutment comprises a U-shaped plate H0, arranged vertically with its ends extending outwardly, and having its lower end rigidly attached to the inner side plate, as 69, of the adjacent transom. The central portion of the plate is reinforced by ribs ||9 which are secured to the transom and to the plate H8. Suitable wear, or chang plates |2| are attached to the plate ||8 and are adapted to engage the wear plates |22 rigidly connected to the plates and |09. In the operation of the device, any forward or rearward shock to which the truck or body may be subjected will be absorbed by the resilient units 92.

The resilient units 92 and the springs |04 may be and preferably are inserted under more or less compression whereby the friction between the member 96 and the plate 90 and between the plates |2| and |22 will not only dampen the vertical movements of the bolster but will also assist in deadening the sound vibration of the car.

Suitable means are provided between the truck and body bolsters for assisting in supporting the outer ends of the body bolster |23 and for preventing rocking of the car body. A shown, the plate 90, Fig. '7, constituting the extension of the lower plate 85 of the body bolster isV extended above the plate 93 toii'orm one side of a telescopic member. The other side of this member is formed by a plate |24 which is rigidly connected to the plate 93. An upper cap member |25 is adapted to telescope the lower section of the telescopic member and a resilient block of rubber, as at |26, is inserted between the plate 93 and cap member |25. The car bolster |23 is provided with a block |21 above the cap |25 and interposed between `the block and the cap |25 are suitable wear plates |20. 'I'he rubber block |26 is so constructed that it will yield -to absorb rocking movement of the body bolster |23.

The truck is provided with suitable motors |29 and |3| shown in dotted lines in Fig. 1. These motors are pivotally mounted on the car axles I and the transoms |2 and |3 are provided with suitable motor nose supports |32 and |33, Figs. 1 and 8, for supporting the adjacent ends of the motors, as is usual in such constructions. The motors are adapted to operate'the car through the gear |34 and a pinion |35 on the motor shaft.

Considerable diilicul-ty has heretofore been experienced in the gear mechanism, due to the fact that there is more or less angular movement of the pinion |35 relative to the gear |34, in that the axle I'5 is movable relative .to the transoms I2 and I3, which support the motor nose; that is, the axle may rock in a vertical plane, thereby rocking the gear |34 relative to the pinion |35. Such a movement tends -to injure the meshing teeth of the gear and pinion. In order tn overcome this diiliculty, suitable means are provided for mounting one of these members so that it may have a slight movement relative to the shaft to which it is attached.

In the form of construction shown, the gear |34 is provided with means for accomplishing this function. As shown, the opening through the hub of the wheel is made larger than the axle, and surrounding the axle are a. plurality of rubber strips |33 and surrounding these strips are a plurality of segments |31. Preferably each segment is provided with a radial projection |33, extending inwardly thereof. The parts are so arranged that the projections |38 will occupy a position between the ends of the rubber strips or sections |35. The parts are forced into position, thereby compressing the rubber sections |35 for causing the same to grip the axle. Keys |39 f are provided for holding the sectors |31 in position and preventing the rotation of the hub relative thereto.

The gear is spaced slightly from the wheel il, as shown at |40, whereby a slight tilting of the axle relative to the gear will be permitted.

In operation, the rubber strips |30 will grip the axle |5 suiliciently to turn the same, and under abnormal load the'projections |30 will ride upon the `ends of the rubber strips or blocks and increase their normal gripping action sufficiently to cause the axle to be turned by the motor.

The bolster |4 is supported at each end thereof by a pair of elliptic springs 29 and 3|. These springs are attached by brackets |45 to the bolster |4 and by the brackets |50 to the spring plank members |42. The brackets |45 and |30 are provided with spaced extension fingers that engage each side of each spring for holding them spaced apart, and for securing them in position, The spring plank members are connected by the spring plank |4I. This plank is of sheet metal in the form of an inverted U, with the edges turned horizontally. The spring plank is supported by the swing hanger cross bars |43, which in turn are removably secured in the lower slotted ends of the hangers |44. `The swing hangers` |44, Figs. 5 and 7, are pivotally mounted on suitable brackets on the transoms.

A spring plank safety hanger |00 is suspended by suitable brackets beneath thelspring plank |4|, Figs. 7 and 8, Each hanger comprises a hollow bar having its ends flattened and secured to the brackets |90.

Each of the springs is preferably, though not necessarily, so constructed that it yields more or less freely during its initial movement than during its final movement in compressing the same so that lighter shocks will be absorbed during its initial movement. In the form of construction shown, which is by way of example only, the spring is of the elliptical multi-leaf type. A casting |43 is provided at each end of the spring. Each casting comprises the side plates |41 having the cross members |43 and |43a at their outer ends which are adapted to be positioned at opposite sides of the loops formed by the inner leaves |43 of the main spring |5| An auxiliary spring member |52 is provided and preferably, though not necessarily, this spring is elliptical. The side plates 41 are provided with cross members |53 for engaging in the end of the auxiliary spring |52. The auxiliary spring |52 ismore convex than the main spring so that during the initial movement of the bolster I4 relative to the truck frame, the outer ends of the main spring will cushion the vertical movement of the bolster, and on further movement the main spring will come in contact with the auxiliary spring |52 which will materially resist any further downward movement of the bolster. Since the spring |52 is shorter than the spring |5|, the ends of the former will move inward and outward at a greater speed than the latter, consequently, upon rebound the ends of the spring |52, that is, the loops will engage the cross bars |53 and since the bars |48a engaging the ends of the spring will prevent the plates by its ilnal movements when its eilective length is shortened. A suitable bumper block |50 mounted on the low'er spring bracket |50 limits the compression of the spring. l

Suitable means are provided for supporting the contact shoe supporting bar |54. In the form of construction shown, the bar |54 is supported by brackets |55, Figs, 2 and 5, which are integral with the seats 52 for the springs 54. The outer ends of these brackets are provided with upstanding arms |56 which extend through loops |51 rigidly connected to the side frame members of the truck. These loops are adapted to brace the bracket arms |56. Each of the arms |56 is provided at its lower outer side with serrations |58 adapted` to be engaged by the corresponding serrations on the plate |59 carried by the bar |54. The serrated portion of the arm is provided with slots |6| and |62 for receiving clamping bolts whereby the bar |54 may be adjusted vertically, as may be desired.

The slot |6| may be open at its upper end and the slot |62 may have an enlargement at its upper end, as at |10, through which the head or nut of the contact bar attaching bolt may pass whereby the bar |54 may be easily and readily removed and attached without entirely removing the attaching bolts. l

The live lever |63 of the brake operating mechanism, Fig. 4, is operated by a link which is pivoted to said lever at one end and attached to the brake lever |64 at its other end. This link is so constructed that it will not interfere with the rota-l tion of the wheel I6. In order to accomplish this result, the lever comprises the two bars |65 and |66 which are spaced apart a greater distance than the Width of the wheel and at their forward ends are olset inwardly and held in spaced relation by I a suitable block |61. The brake is adapted to be released by a suitable spring |68 attached to an extension of the brake lever |64 'and at its opposite end is adjustably connected to a bracket |69 rigidly attached to a side plate I8.

In order to assist in minimizing the noise made bythe car in transportation, the wheels which, as shown, are ofA the disk type, are provided with annular strips of sound deadening material on one, or both, sides. As shown, rubber strips |Y1| and |12 are attached, one on each side of the wheel, substantially midway between the rim and hub.

This is a continuation in part of our application vSerial No. 677,226, led June 23, 1933, for Car changes in size, shape, proportion and details may be made without departing from the spirit and scope of the appended claims.

We claim as oury invention:

1. In combination, hollow sheet metal side frame members, a pair of hollow sheet metal transoms extending transversely to said members and rigidly connected thereto, and hollow qsheet metal gusset members extending across the outer angles formed by said frame members and transoms.

2. A side frame member for railway trucks fabricated from sheet metal comprising a hollow body member, a pedestal leg depending from each end of said body member, a pail of leg members depending from said body portion inwardly of said legs and spaced therefrom to form pedestal jaws at each end of said body portion, each of said legs and leg portions being of sheet metal substantially polygonal in crosssection.`

3. In a railway truck a side frame member comprising -a pair of sheet metal plates spaced apart, each member having a pair orlpedestals spaced apart depending from each end of said member, a central depending portion having an opening therein through which the boltser springs extend, a plate rigidly attached to the upper edges of said'frame members and extending the entire length thereof and downwardly to form the front and rear walls of the front and rear pedestals, respectively, a pair of transoms connecting said side frames together, hollow gusset members extending across the angles between said transoms and said side members, said gussets comprising top, bottom and` side walls, the top walls of said gussets overlapping said plates and rigidly connected thereto, and brackets to which the brake hangersand brake operating mechanism are adapted to be connected on the top walls of said gusset members.

4. In a frame for railway trucks, a side frame member at each'side of said truck, each member being hollow and constructed from sheet metal,

' upper portions oi' said transoms being each of said members comprising an outer plate, an inner plate, top and bottom plates rigidly connected together, said side plates having an opening therethrough at their central portion, the

opening through said inner plate having lateral extensions, hollow transom members ofsheet metal, the lower portion of the end of each transom member extending through the lateral extensions of said opening and being rigidly lconnected to said outer and inner plates, and the rigidly connected to said inner plates.

5. A truck frame fabricated from sheetvmetal 'l and transoms extending in spaced relation be tween said frames and welded together at their junctures, said frames and transoms comprising sheet metal plates arranged in vertical planes and top and bottom plate members at right angles to said plates, and means including welds for rigidly attachingthe inner and outer edge portions of said plates to said plate members, sheet metal gusset members comprising sheet metal plates rigidly connected to said transoms and overlapping said side frames and welded thereto, whereby a rigid structure is provided.

6. In a truck for railway cars, a side frame, builtV up from sheet metal plates, at each side of said truck, transoms comprising plates in vertical planes extending between said side frames and welded thereto, said side frames and transoms each comprising at least one plate arranged in a vertical plane, an upper and a lower sheet metal plate for each frame arranged at right angles to said side frame and transom plates and rigidly secured thereto by means including welds separated by the first-named plates and extending in parallel planes, and hollow sheet metal gussets built up from sheet metal plates overlapping and welded to said upper plates and rigidly connected to said transoms.

7. In a truck for railway cars, aside frame, built up from sheet metal plates, at each side of said truck, transoms comprising plates in vertical planes extending between said side frames and welded thereto, said side frames and transsomsl each comprising at least one plate arranged vin a vertical plane, upper and lower plates arranged at right angles to said side frame and transom plates and rigidly secured thereto by means including welds separated by the firstnamed plates and extending in parallel planes, and sheet metal gussets between said side frame and transom plates at their juncture, said gussets being built up from sheet metal plates and each having a horizontal plate welded to lthe adjacent transom and overlapping the adjacent upper plate of the side frame and welded thereto.

8. In a frame for a railway car truck, a pair of built-up sheet metal side frames comprising sheet metal frame plates arranged in spaced vertical planes at each side of the truck, sheet metal transom plates arranged in vertical planes spaced apart and welded at their ends to the central portions of certain of said side frame plates, a single sheet metal top plate and a bottom plate for each side frame extending along and engaging respectively the upper and lower edges o! the frame plates and at right angles thereto, each of said plates being substantially straight in transverse section, and means including welds at each side of said frame plates for rigidly connecting y the same to said top and bottom plates.

9. In a frame for a railway truck, a pair of built-up sheet metal side frames each comprising side plates extending longitudinally of the truck in spaced vertical planes, each plate having upper and lower horizontal edge portions between its end portions, transom plates extending between said side frames and welded thereto bertween said horizontal edge portions. a top and a bottom plate for each side frame having plane horizontal portions engaging said horizontal edges and forming the upper and lower chords oi' said frame, respectively, andmeans at each side of the horizontal edges of said side plates for rigidly connecting said side plates to said upper and lower plates, said means including welds on opposite sides of each oflsaid side plates.

10. In a truck for railway cars, a sheet metal side frame built up from plates of sheet metal at each side of said truck, said frames having web portions arranged in spaced vertical planes, sheet metal transom plates spaced apart and extending in vertical planes between said web portions and welded to said web portions, a single `horizontally arranged sheet metal plate. substantially straight in cross-section, extending over the web portions of each sine frame and another beneath each of saidweb portions and respectively engaging the upper and lower edges thereof for forming the upper and lower chords of said frames, and means at each side of each of said web portions for rigidly connecting the same to said plates, said means comprising welds.

11. A truck frame fabricated from sheet metal plates and comprising a side frame member built up from sheet metal plates at each opposite side of the truck, each of said side frame members comprising sheet metal frame plates extending in spaced vertical planes, transom members comprising sheet metal transom plates arranged in spaced relation in vertical planes and extending between said frame members and rigidly connected thereto at their junctures, and a single upper plate straight in transverse section and a lower plate substantiallystralght in transverse section, for each side frame member respectively engaging the upper and lower edges of said side frame plates and rigidly secured thereto by welds at opposite sides of said side frame plates, whereby a rigid truck frame structure is provided.

12. A truck framelfabricated from sheet metal plates and comprising side frame members, built up from sheet metal plates to form a box structure, at opposite sides of the truck, said side frame members comprising sheet metal frame plates extending in vertical planes, transom members comprising sheet metal transom plates arrangedin spaced relation in vertical planes and extending between said frame plates and rigidly connected thereto at their junctures, a single upper and a lower plate for each side frame member engaging respectively the upper and lower edges of said side frame plates, and depending pedestal sheet metal plate members at each end 'of said frame members.v

13. In a frame i'or a railway truck, a pair of .built-up sheet metal side trames each comprising edges and forming the upper and lower chords of said trame, respectively, means at each side of the horizontal edges of said side plates for rigidly connecting saidside plates to said upper and lower plates, said means including welds on opposite vsides of each of said side plates, gussets across the angles formed by said transom plates` and side frames, and brake hangers supported by said gussets.

MARTIN P. BLOMBERG. `WlLIllZAM H. MUSSEY. 

